Fuel-control attachment for carburetors



May 7, 1929. F. BARDEN FUEL CONTROL ATTACHMENT FOR CARBURETORS Filed April 19, 1926 i mvzw'ro fiww ardany ATTORN EY Patented May 7, 1929.

PXATENT OFFICE.

FRED BARDEN, OF LOS ANGELES, CALIFORNIA.

FUEL-CONTROL ATTACHMENT FOR CARBUBETORS.

Application filcd April 19, 1926. Serial No. 102,888.

This invention relates to a fuel control attachment for carburetors of that type set forth in my co-pending application for patent Serial N 0. 60,494. The primary objects of the present invention'are the same as those set forth in the above identified application, hence no repetition thereof will be here indulged in. The present invention relates to improved and refined structure over that shown in the previous application, the elimination of parts and cost of manufacture, and advance in etliciency and positiveness of operation.

These objectives are obtained by means of such structure and relative arrangement of parts as will fully appear by a perusal of the following specification and claim.

In the drawings similar characters of reference indicate corresponding parts in the several views:

Fig. '1 is a side elevation of the attachment, partly in section, showing the parts as they appear in inoperative position.

Fig. 2 is asimilar view showing the parts as they appear when in operative position.

Fig. 3 is a fragmentary view showing a modified form of air valve from that shown in the other views.

Referring now more particularly to the characters of reference 011 the drawings the numeral 1 designates the carburetor having the usual butterfly valve 2 and its control arm 3 and idling jet 4, while 5 is the manifold intake to the motor to which the carburetor is connected.

My improved attachment comprises a bracket or like support 6 for attachment to or adjacent the intake manifold and carrying an air inlet valve body 7 connected by a pipe 7 with the idling jet 4. The valve 8 may be either of the ball type to hold its closed position by gravity, as shown in Fig. 1. or it may be of the flap type 8 shown in Fig. 3 adapted to hold its closed position under the tension of a band spring.

Adjacent the valve is an electro-magnet 9 adapted when energized to lift the valve from its seat and open communication from the atmosphere through the pipe 7 to the idling jet 4:. i

The electro-magnet 9 is Wired in series with the generator 10 of the motor or other suitable source of electric energy. A shunt circuit is established across the terminals of the electro-magnet by a spring blade switch 11 or the like having make and break points 12 and 13.-

A circular guide chamber 14 is arranged on the bracket 6, and fitting the bore thereof and movable therein is a plunger 15 having a stem 16 extending into contact with the switch blade 11 with suitable insulation 17 interposed between the two. \Vhen the attachment is in inoperative position a yieldable spring 18 interposed between the plunger 15 and the frame 19 normally holds the plunger in retracted position so that the points 12 and 13 are together and the electromagnet deenergized. A pin 20 projects into the chamber 14 behind the plunger 15 and has a cross head2l thereon. Such cross head is of a lesser diameter than that of the chamber so that it can be canted into engagement with the plunger 15 to move the plunger and stem 16 to move the blade 11 and separate the points 12 and 13, A flexible link 22 connects the pin 20 with the arm 3 and is of such a length and adjustment that when the carburetor is in complete decelerated pobecomes slack and the pressure of the spring 18 against the plunger 15 and cross head 21 straightens the cross head and pin 20 so that the plunger may move to its innermost position within the chamber 14. This brings the pin 16 out of contact with the blade 11 and allows the points 12 and 13 to move into.

contact. Under these conditions the generator 10 of courseiis operating to generate electric energy, but this energy instead of acting to energize the electro-magnet 9 shunts across theshunt circuit described and leaves the electro-magnet inactive. iVhen the electro-magnet is inactive the valve 8 is in closed position so that the suction from the motor through the intake manifold 5 acts in its normal way to draw fuel from the carburetor into the motor.

Should the operator suddenly decelerate the carburetor the arm 3 moves to. its closed position, although the motor itself may be turning over fast enough under momentum to keep the generator operative. Undercause the pin 16 to act against the blade 11 and separate the points 12 and 13. Thus since the generator isstill generating electric energy, this energy passes through the electro-magnet 9 and energizes it. This causes the magnet to lift the valve 8 from its seat, whereupon ain'from the atmosphere passes through the valve opening and the pipe 7 into and through the idling jet 4 into the motor. This action prevents any fuel 1 being raised through the jet 4 into the motor and hence there is no consumption of fuel nor possibility of accumulation of unburned fuel in the motor with consequent deleterious effect upon the lubrication of the motor, nor possibility of crank case dilution.

\Vhen the speed of the motor settles down to a point where the generator 10 cuts out, this of course deenergizes the magnet 9 and the valve 8 drops to closed position. If the valve is a ball as shown in Figs. 1 and 2 it drops to position by gravity, or if it is of the type shown in Fig. 3 it is forced to position by the spring flap.

WVhen the valve 8 closes again then of course normal idling conditions are established.

From the foregoing description it can be seen that this attachment, while very simple and inexpensive, can function very efficiently to prevent any fuel being drawn into themotor except when so desired, either for actual load conditions 'or when idling,

Having thus described my invention what I claim as new and usefuland desire to secure by Letters Patent is:

The combination with the carburetor of an engine having a throttle, of an air valve having communication with the carburetor,

an electr'o-magnet to control the-position of the valve, a generator adapted when running above a predetermined speed to energize the magnet, a shunt circuit normally closed to de-energize the electro-ma-gnet when the throttle is open and the generator running above the predetermined speed, means to open the shunt circuit when the throttle is closed and the generator is still running above the predetermined speed to thereupon energize the magnet to open the valve, the

valve being then movable to closed position as soon as the generator ceases to-run above such speed as will maintain the magnet energized.

In testimony whereof I aflix my signature.

FRED BARDEN. 

